Car-fender brake-actuating mechanism



(No Model.) 7 2 Sheets-fibeet; 1'.- W. G. FERGUSON G. P. GLENN. GAB. FENDER BRAKE AGTUAIING MECHANISM. N0. 594,940.

Patented Dec. 7, 1897,

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cu. PNOTO-LITHOH wasuma v V 2S h eets Sh eet 2. W. C. FERGUSON 82; G. GLENN. I I GAR FEND ER BRAKE AGTUATING MECHANISM. No. 594.940. Patented Dec. 7, 1897.

' (No Model.)

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UNITED STATES PATENT FFICE.

WILLIAM C. FERGUSON AND GEORGE P. GLENN, OF JACKSONVILLE,

FLORIDA.

CAR-FENDER BRAK-E-ACTUATI'NG MECHANISM.

SPECIFICATION forming part of Letters Patent No. 594,940, dated December '7, 1897.

Application filed August 29, 1896.

To all whom it may concern;

Be it known that we, WILLIAM C. FERGU- SON and GEORGE P.'GLENN, citizens of the United States, residing at Jacksonville, in the county of Duval and State of Florida, have invented a new and useful Improvement in Car-Fender Brake-Actuating Mechanism, of which the following is a specification, reference being made to the annexed drawings, forming a part thereof, in which Figurel is a detailed top view of our improved car-fender-actuating mechanism for brakes, in connection with the lower portion of the truck, and in the collapsed operative condition. Fig. 2 is a vertical longitudinal section of Fig. 1 along the broken line as 3 but showing a side elevation of all parts of our invention beyond said sectional line and all of the lower and upper parts of the truck and oar-frame connected therewith. Fig. 3 is a detailed top View of our improved car-fenderactuating mechanism for brakes, in connection with the truck, and in the expanded inoperative condition. Fig. 4 is a vertical longitudinal section of Fig. 3 along the broken line y as, but showing a side elevation of all parts of our invention beyond said sectional line and all the lower and upper parts of the truck and car-frame connected therewith. Fig. 5 is a slightly-enlarged top view of the compound pulley-frame and pulley having interior arms provided with upwardly-flexing joints adapted to'release the dead-lock. Fig. 6 is a front end elevation of Fig. 5, slightly perspective, and showing specially an upwardly-extending loop connecting the flexing cable with the two flexing joints. Fig. 7 shows both a horizontal diametric section of the braking-clutch and a vertical face view of the same. Fig. Sis aside view of the roller-bearing case.

Similar letters of reference indicate corresponding parts in all the views.

The constituent elements of this invention Berial No, 604,329, (No model.)

and extending a suitable distance in front of the fender-frame and laterally parallel thereto; a roller-bearing case E, having top and lateral roller-bearings which operate snugly along the central tube of the fender-frame and being fixed rigidly to the triangular frame; a spiral spring F, coiled about and operating along the centraltube of the fender-frame; vertically-extending brackets G, carrying a transverse net-bearin g tube H, coextensive with other transverse portions; a hammock-netting I, extending from the front transverse tubing of the fender-frame to the net-bearing tubing H, and a tripping-cable J,

"extendin g via pulleys from the presence of the motorman to the roller-bearing case and fixed thereto, all constituting the fender proper; also, in connection with all the foregoing elements a cable-winding brake-clutch K, sliding upon the axle of the car in journal relation thereto, a clutch-shifting yoke L, having a spring-arm with fixed base, a yoke-operating cable M, attached to and extending via pulleys from the roller-bearing case to the clutch-opcrating yoke and attached thereto, clutchingstuds N radiating from the inner hub of the car-wheel, a compound pulley-frame O, having outer rigid and inner flexible jointed pulley-arms and firmly secured to a rigid base, a braking-cable P, attached by a swivel-joint to the cable-winding clutch and extending therefrom by pulley to the brake-lever P and attached thereto, a cable-winding drum Q, having a clutching-spur and revolving on the ordinary brake-Windlass Q, a stud'R, radiating from the brake-Windlass, a releasing-ca- .ble S, attached by swivel-joint to the winding-clutch drum Q and extending therefrom via pulley to the loop S, attached to the flexing joints of the pulley-arms within the said compound pulley-frame O, and a lifting-rod J, adapted to put the drum Q in clutching contact with the stud R, all constituting the brake-actuating mechanism which operates the ordinary braking system.

In the inoperative condition the fenderframe A is carried at its inner extremity by the ordinary track-guard A, which is prepared with a vertically-slotted opening or receptacle for each longitudinal branch of said fender-frame, and at its outer extremity it is suspended slightly above and parallel to the rails by the taut hammock netting I, suspended from the transverse net-bearing tubing H, which in turn is firmly bracketed to the track-guard A; but in the operative condition the outer extremity of the fenderframe falls upon and glides along on the top of both rails of the track. The folding arms B are pivotally connected with the trackguard A,likewise with the outer side branches of the fender-frame and by ruler-joints with the outer angles of the triangular frame 0. The rectangular pilot-rack D is so constructed and hinged to the extended side of the triangular frame 0 by spring-11in ges as to be easily folded backward and upward on top of said triangular frame and to be automatically thrown back to its normal position when the folding force is removed. The roller-bearing case E, being rigidly fixed to the three sides of the triangular frame (I, maintains a constant parallelism between the transverse portions of the fender proper and causes a symmetrical and simultaneous motion between the corresponding parts of the duplicated system of folding arms B. The spiral spring F, operating between the track-guard A and the roller-bearing case E, has sufficient force to extend the fender proper until the folding arms become longitudinally parallel between their pivotal connections, thus producing a permanent lock to hold the fender in normal position, and also has sufficient additional strength to withdraw and hold the cable-winding clutch K from clutching contact with the studs N by means of the yoke L and the cable M when the motion of the car is reversed after an accident. The cable-winding clutch K is composed of four semicircular parts bolted together. The two outer of these semicircular parts are provided with horizontally-projecting spurs adapted to make clutching contact with the studs N.

' is provided with inwardly-projecting studs The shifting-yoke L ruler-joints, flexing upward only from the dead-point of their normal position as drawn.

The automatic action of the mechanism thus described is as follows: When any obstruction comes in contact with the pilot D, the spring F yields, the folding arms B collapse, the fender proper drops to the rails and recedes, and the netting I droops into a convenient receptacle for the obstructing object, which is saved from passing beneath the car. Meantime the cable M being slackened the yoke L by means of the spring-arm thrusts the clutch into clutching contact with the studs N, the clutch K winds the cable P about the car-axle, and the cable P, having the direction of its motion changed by the pulley O and being attached to the brake-lever P, brings the car speedily to a deadlock. The same action may be induced at the will of the motorman by his grasping the cable J and drawing it upward. Thus the invention becomes a combined automatic fender emergency-brake. After a casualty to release the dead-lock the motorman raises the rod T, which lifts the drum Q into clutching con tact with the stud R. He then turns the Windlass Q either way, thereby winding up the cable S, which, being connected with the loop S, serves to flex the inner pulley-arms of the frame 0. This flexing permits the pulley O to move along its slotted hearings in the direction of the brake-lever P, thereby releasing the dead-lock. Thereafter, the car being reversed in its motion until the braking-cable P shall have been unwound from the car-axle, every part of the whole mechanism automatically takes its normal position of inaction either by spring-power or by the effect of gravity. In cases where the extended cars are used a modified form of the tripping device may be located in the floor-frame of the car, with the 'pilot (Z extending in front of the buffer, in which cases the tripping of the fender will be effected by means of the cable attached to the rollerbearing case 6 and paralleling the cable J to the roller-bearing case E, to which it is also attached.

Having thus fully described our invention, we claim and desire to secure by Letters Patent- 1. In a car-fender brake-actuating device and in combination with the trackguard, brake actuating and releasing mechanism, a tubular fender-frame composed of three longitudinal portions supported partially by said track-guard and one transverse front portion rigidly united to the said longitudinal portions, a roller-bearing case carrying vertical and horizontal rollers which operate along the middle tube of said fender-frame, a rigid triangular frame attached to said roller-bearing case and having its front side extended, a duplicated system of folding arms pivotally connected with said track-guard, likewise connected respectively with the two outer branches of said fender-frame and united by ruler-joints with each other in duplicate and likewise with the outer angles of said triangular frame, a rectangularpilotrack composed of one front transverse portion and several longitudinal portions each rigidly secured to said transverse portion and attached by spring-hinges to the extended front side of said triangular frame, a spring coiled about and operating along the middle tube of said fender-frame between said trackguard and said roller-bearing case, two or more vertically extending brackets fixed upon and rising from said trackguard, a

transverse net-bearing tube supported by base fixed rigidly to said truck-frame and provided with inwardly-projecting studs op erating diametrically opposite each other in the circular groove formed in the circumference of said brake-clutch, two studs radiating diametrically from the inner hub of said car-wheel and adapted to make clutching contact with the spurs of said brake-clutch, and a yoke-operating cable attached to and extending via directing-pulleys from said roller-bearing case to the clutch-operating yoke and attached thereto, substantially as specified. Y

3. In a car-fender brake-actuating device and in combination with the truck-frame, the track-guard, the brake-clutch and brake-lever, a composite pulley-frame constructed structed in each of said outer arms to receive said axis, and a braking-cable attached to said brake-clutch by swivel-j oint and extending therefrom, via said pulley, to said brakelever and attached thereto, substantially as specified.

4. In a car-fender brake-actuating device and in combination with the brake-Windlass and the composite pulley-frame, a cable-windin g drum operating about said brake-Windlass and provided with a clutching-spur, a stud radiating from said brake-Windlass and adapted to make clutching contact with said clutch ing-spur, a lifting-rod suitably located and adapted to put said cable-winding drum in clutching contact with said stud, a clevisloop pivotally connected to the flexing joints of the inner arms of said pulley-frame, and a releasing-cable attached by swivel-joint to said winding-drum and extending therefrom to said clevis-loop and connected therewith,

- substantially as specified.

5. In a car-fender brake-actuating device and in connection with the car-body, the rollerbearing case, the triangular frame attached to said case, the tripping-cable attached to said car-body convenient to the motorman and extending therefrom via directing-pulleys to said roller-bearing case and attached thereto, the pilot-rack attached to said triangular frame, and the double system of folding arms attached to said triangular frame to the frame of said car-fender to the trackguard and to each other, substantially as specified.

WM. 0. FERGUSON.

GEO. P. GLENN. Witnesses:

W. P. GIFFORD, WM. H. WILLIAMS. 

